Lubricating system for automobile transmission mechanism.



APPLICATION FILED MAY 8, 1911.

: FLT I1 R( i w PH-g H 'w 'I 6 I fizzle/ Cal Wifreauem 7 A. P. BRUSH LUBRIGATING SYSTEM FOR AUTOMOBILE TRANSMISSION MECHANISM.

APPLICATION FILED MAY 8, 1911.

Patented Mar. 4, 1913.

3 SHEETSSHEET 2.

A. P. BRUSH. v LUBRIGATING SYSTEM FOR AUTOMOBILE TRANSMISSION MECHANISM.

APPLICATION FILED MAY 8, 1911.

L=E: E. I

Patented Mar. 4, 1913.

3 SHEETSSHEET 3.

jA AWW Y be a partof this precise mechanism.-

' v In the drawing, Figure 1- is a vertical lon- 9 gitudinal sectional 'view through; thegear case, the clutch case, the-fly. wheelhousing ingandrigidl'y' fastened to it is the clutch case E, and behind that andrigid with is the gear ease- G.- As a matter of fact, the

clutchca'se and gear case-are made integral Witheachother, but inside they are sepa-- Mechanism, of which the following is a full, ".of the casing in front of this partition To all whom/2'5 may concern: I

'nLANsoN 13. BRUSH," or JELINT, MICHIGAN.

nunnrcarine SYSTEM ro'n ,AUTQMOBILE TRANSMISSION MECHANISM.

acitizen of theUnited-States, residing at Flint, in the cou'nty of Genesee and State of Michigan, have invented. a certain new and useful Improvement in Lubricating.

Systems for Automobile Transmission clear and exact description.

. .One form of power transmitting'mechanism which is in common use on automobiles includes change speed gearing and. a" 'mul'tiple disk clutel1 The change speed: gearing'mustbe well lubricated, but more than'enough oil in the gear case does no I harm. The multiple disk clutch also requires lubrication, but, if 'too. much-oil is "in the clutch case,- the clutch willbecome uncertain and ineificient in action. I Thisinvention relates to meansformainta'ininga substantially constant level of oil 25 J ject matter of my co-pending application tity of oil which is in the gear case.

in "the clutch case, irrespective of the The'invention'is shown in connect-ion with a unit power plantgsnch as forms the sub- Serial No. 625,869, filed May'8, 1911, but, as will be understood, fromlthe description and appended claims, it is 'not at all essen- .tial that theinvent'ion, broadly defined, shall and the rear partof'the crankcase. Fig. '2

y line 22,, QuFig; 4. Fig. 3 is a sectional 'planview of' the casing shown in 'theplane of line 3' 3 on 0 Fig.2; and 4 is a'central sectional side elevatio'nof said-casing. k

5 j Referring,to'theparts'by letters, A repre sents'thecrank case f-which maybe of any suitable construction There is formed; ontherear. p'art'offthecrank case, .as shown, a' *housing- -.for. the fly wheel C. This fly wheel is" fixed to' a part of thejcrank shaft D which projects rearward Beyond. the rear cran k shaftbearing a ,whi'ch is rigid with the crankcase. Behind this flywheel housrated ina 'sat-isfactory degree by the. vertical quanp 1 Specification of Letters Patent. I I Mar. .4, 1913. a licat mtfiied May s, 1s11 Serial No. ceases,

tion has, iirso far as it relates to the present the clutch case and the gear case. It is, however, utilized to supporta cylindrical 'bar Q,

partition F. "The only function this parti 'Be it known that I, ALANSON PQBRU srn:

invention, 'is-to act as a separator between on w hich a gear sleeve '1 rotates, said g'ear sleeve being -apart of the changespeed gearing The clutch mechanism is in that part which, for convenience, will be termed the clutch case; while the change speed mechanism is in that part of the Casing whichis behind this partition, "and which for convenience will be called the gear case..' The specific construction of the change speed gearing is not at all material to this inven:

tion, and may be of any ordinary well known formx The-driven member of the change. speed mechanism in the. construction shown is the shaft- H, and the driving mema her is the quill shaft J. This quill shaft has; .near its rear end gear teethj which are always in meshwit-h a gear t on the gear sleeve. j p

The. clutch mechanism is specifically such asis described in detail in my .coepending; application referred to, but may be of any suitable and well known form. a

For reasons stated, the change speed mecha-nism' and clutch mechanism would] seem to require no further description here.

In the front end of the clutch case 'a nd rising from thGbOttjOIIl thereof is a partition K, the top edge whereof is in the plane in which'it is desired to maintain the foil level in theclutch cas'eg This partition lies between the clutch case and the flywheel hou's- .ing, wherefore any excess of oil in the clutch case will flow. over this partition into the fly-- wheel housing. This fly wheel housing has 3 I 'at both sides thereof outwardly extended 1 pockets b'communicating with the interior 5 Y of said: housing overia vertical partition 6?,-

Extending from these. pockets rearward and downward are conduits M, the rear ends of which communicate with the gear case; In the specificfcpnstructmn shown these conduits are troughs formed on the inner surface of theside walls of the casing EG. In preparing the described apparatus for use one will put. into the gear and clutch cases somewhat more oil than is actually required. Now,i=when the ,Jcrank v, shaft is turned and the clutch is thrown in, the quill shaft will-be rotated, and it'will rotate the;

gear sleeve because of the intermeshing of I the gears 12 and The gear t will dip into the oil in the gear case, wherefore this gear will lift some of the oil. As the two gears interlock the oil will be squeezed from between them. The oil which is squeezed forward will go into the clutch case. lVhen the oil so discharged into the clutch case has risen to the level of the partition K itwill flow over this partition into the fly wheel housing where it will accumulate in the bot- 'tom so that they fly wheel will dip into it as it rotates. The oil lifted by the fly wheel will be thrown against the walls of the housing and will run downthe same into the pockets Z2. 'When a suflicient quantity has accumulated therein, it will fiowthrough the holes 6 into the conduits M and thence back into the gear case.

It obvious that if there will be no excess in, the clutch case. It

' will be somewhere else. So long as thereis any oil in this system, thisclutch case'will \the clutch case.

case which is rigidly attached to the clutch .case, an upwardly extended partition within said cases and sufficiently separating them,

means causing a slow flow'of oil from the gear case to the clutch case, a fly wheel housing to which the clutch case is rigidly fixed, a partition separating, the clutch case from said housing, pocket-sin the sides of said housing, downwardly inclined conduits there is an excess of oil-1n the 011 containing system describedleading from said pockets to said gear case,

and a rotatable fly wheel in said housing.

' 2. In automobile transmission mechanism, the combination of a clutch case, a gear case, a partition sufficiently separating said cases, change speed gearing mounted in the gear case including two intermeshing gears, of which one gear is adapted to dip into oil in said gear case, the pitch line of said gears at the point where they intermesh being above the top of said partition, a fly wheel housing, a partition separating the clutch case from said housing, the top of said partition being in the plane at which it is desired to maintain the oil level in the clutch case, pockets in the side of the housing, and

conduits leading from said pockets to said gear case.

3. In an automobile, the combination with the crank case of a fly wheel casing which is rigid with the crank case and projects rearward therefrom, a gear case, and a clutch case which-lies between the gear case and flywheel case and is directly and rigidly connected with both,,there being within this composite casing two partitions, one

between'the gear case and clutch case and onebctween the clutch case and fly wheel case, which partitions extend upward from the bottom of the casing members to planes a substantial distance below the engine crank shaft, whereby said partitions prevent the free flow of oil from one casing to another until the oil level in the gear casev and clutch case have reached predetermined levels. r

In testimony signature'in the presence of two witnesses. ALANSON P. BRUSH.

Witnesses:

A E. L. THURsroN,

\ H; R. SULLIVAN.

whereof, I hereunto afiix my 

